[Federal Register Volume 64, Number 147 (Monday, August 2, 1999)]
[Rules and Regulations]
[Pages 41776-41778]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-19298]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98-NM-47-AD; Amendment 39-11237; AD 99-16-02]
RIN 2120-AA64


Airworthiness Directives; British Aerospace Model BAC 1-11 200 
and 400 Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment supersedes an existing airworthiness directive 
(AD), applicable to certain British Aerospace Model BAC 1-11 200 and 
400 series airplanes, that currently limits the number of operations at 
increased cabin pressure differential, and requires repetitive 
structural inspections for cracking of the fuselage, and repair or 
replacement of parts, if necessary. This amendment requires additional 
repetitive inspections for cracking of the fuselage. This amendment is 
prompted by the determination that airplanes operating at increased 
cabin pressure differential are more likely to develop fatigue cracking 
earlier in their service lives than those airplanes operating at normal 
cabin differential pressures. The actions specified by this AD are 
intended to detect and correct fatigue cracking of the airplane 
fuselage, which could result in reduced structural integrity of the 
airplane.

DATES: Effective September 7, 1999.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of September 7, 1999.

ADDRESSES: The service information referenced in this AD may be 
obtained from British Aerospace, Service Support, Airbus Limited, P.O. 
Box 77, Bristol BS99 7AR, England. This information may be examined at 
the Federal Aviation Administration (FAA), Transport Airplane 
Directorate, Rules Docket, 1601 Lind Avenue, SW, Renton, Washington; or 
at the Office of the Federal Register, 800 North Capitol Street, NW, 
suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Norman B. Martenson, Manager, 
International Branch, ANM-116, FAA, Transport Airplane Directorate, 
1601 LindAvenue, SW, Renton, Washington 98055-4056; telephone (425) 
227-2110; fax (425) 227-1149.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) by superseding AD 89-18-10, 
amendment 39-6310 (54 FR 34768, August 22, 1989), which is applicable 
to certain British Aerospace Model BAC 1-11 200 and 400 series 
airplanes, was published in the Federal Register on January 5, 1999 (64 
FR 435). The action proposed to continue to limit the number of 
operations at increased cabin pressure differential, and to require 
repetitive structural inspections for cracking of the fuselage, and 
repair or replacement of parts, if necessary. The action also proposed 
to require additional repetitive inspections for cracking of the 
fuselage.

Comments Received

    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. Due consideration has been given to 
the comments received.

Service Bulletin Reference

    One commenter, the manufacturer, states that paragraph (b)(5) of 
the proposed AD refers to paragraph 2.2.7 of British Aerospace Alert 
Service Bulletin 53-A-PM5922, but this service bulletin does not 
contain a paragraph 2.2.7. The commenter suggests that the correct 
paragraph reference should be to paragraph 2.1.2 of the alert service 
bulletin. The FAA concurs that Issue 2 of the alert service bulletin, 
dated April 27, 1995, does not contain a paragraph 2.2.7. However, 
paragraph (b) of the AD is an existing requirement retained from AD 89-
18-10, which requires accomplishment of certain actions in accordance 
with Issue 1 of the alert service bulletin, dated January 27, 1987. 
Since Issue 1 of the alert service bulletin contains a paragraph 2.2.7, 
the reference is correct, and no change is made to the final rule in 
this regard. However, to allow better identification of the retained 
and the new requirements of this AD, subject headers have been added to 
the final rule.

Compliance Time

    One commenter notes that it supports the proposed 3-month 
compliance time

[[Page 41777]]

for initiation of the additional inspections. The commenter also states 
that, in light of the urgency of the unsafe condition, it would like 
the compliance time to be shorter but understands the maintenance, 
scheduling, and logistics involved with accomplishing the actions 
specified. The FAA infers that the commenter does not object to the 
proposed compliance time; no change is made to the final rule.

Conclusion

    After careful review of the available data, including the comments 
noted above, the FAA has determined that air safety and the public 
interest require the adoption of the rule with the change previously 
described. The FAA has determined that this change will neither 
increase the economic burden on any operator nor increase the scope of 
the AD.

Cost Impact

    There are approximately 42 series airplanes of U.S. registry that 
will be affected by this AD.
    The actions that are currently required by AD 89-18-10 take 
approximately 67 work hours per airplane to accomplish, at an average 
labor rate of $60 per work hour. Based on these figures, the cost 
impact of the previously required actions on U.S. operators is 
estimated to be $168,840, or $4,020 per airplane.
    The new inspections that are required by this AD will take 
approximately 29 work hours per airplane to accomplish, at an average 
labor rate of $60 per work hour. Based on these figures, the cost 
impact of the new requirements of this AD on U.S. operators is 
estimated to be $73,080, or $1,740 per airplane, per inspection cycle.
    The cost impact figures discussed above are based on assumptions 
that no operator has yet accomplished any of the requirements of this 
AD action, and that no operator would accomplish those actions in the 
future if this AD were not adopted.

Regulatory Impact

    The regulations adopted herein will not have substantial direct 
effects on the States, on the relationship between the national 
government and the States, or on the distribution of power and 
responsibilities among the various levels of government. Therefore, in 
accordance with Executive Order 12612, it is determined that this final 
rule does not have sufficient federalism implications to warrant the 
preparation of a Federalism Assessment.
    For the reasons discussed above, I certify that this action (1) Is 
not a ``significant regulatory action'' under Executive Order 12866; 
(2) is not a ``significant rule'' under DOT Regulatory Policies and 
Procedures (44 FR 11034, February 26, 1979); and (3) will not have a 
significant economic impact, positive or negative, on a substantial 
number of small entities under the criteria of the Regulatory 
Flexibility Act. A final evaluation has been prepared for this action 
and it is contained in the Rules Docket. A copy of it may be obtained 
from the Rules Docket at the location provided under the caption 
ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration amends part 39 of 
the Federal Aviation Regulations (14 CFR part 39) as follows:

PART 39--AIRWORTHINESS DIRECTIVES

    1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by removing amendment 39-6310 (54 FR 
34768, August 22, 1989), and by adding a new airworthiness directive 
(AD), amendment 39-11237, to read as follows:

99-16-02  British Aerospace Airbus Limited (Formerly British 
Aerospace Commercial Aircraft Limited, British Aerospace Aircraft 
Group): Amendment 39-11237. Docket 98-NM-47-AD. Supersedes AD 89-18-
10, Amendment 39-6310.

    Applicability: Model BAC 1-11 200 and 400 series airplanes on 
which British Aerospace Modifications PM2840 and PM3187 have been 
accomplished; or on which British Aerospace Modification PM4886 has 
been accomplished; except for airplanes on which British Aerospace 
Modification PM5282 (cabin freight door) has been accomplished; and 
certificated in any category.

    Note 1: This AD applies to each airplane identified in the 
preceding applicability provision, regardless of whether it has been 
otherwise modified, altered, or repaired in the area subject to the 
requirements of this AD. For airplanes that have been modified, 
altered, or repaired so that the performance of the requirements of 
this AD is affected, the owner/operator must request approval for an 
alternative method of compliance in accordance with paragraph (f) of 
this AD. The request should include an assessment of the effect of 
the modification, alteration, or repair on the unsafe condition 
addressed by this AD; and, if the unsafe condition has not been 
eliminated, the request should include specific proposed actions to 
address it.

    Compliance: Required as indicated, unless accomplished 
previously.
    To detect and correct fatigue cracking of the airplane fuselage, 
which could result in reduced structural integrity of the airplane, 
accomplish the following:

Restatement of Requirements of AD 89-18-10

    (a) Except as provided by paragraph (c) of this AD: For 
airplanes modified for operation to a maximum of 7.75 pounds per 
square inch (psi) cabin pressure differential, as specified in 
British Aerospace Alert Service Bulletin 53-A-PM5922, Issue 1, dated 
January 27, 1987, accomplish the requirements of paragraphs (a)(1) 
and (a)(2) of this AD.
    (1) At or prior to the accumulation of 55,000 total landings, or 
within 15 months after September 28, 1989 (the effective date of AD 
89-18-10, amendment 39-6310), whichever occurs later, perform the 
inspections specified in paragraph 2.1 of the alert service 
bulletin. Thereafter, repeat the inspections in accordance with 
paragraph 2.1.1 of the alert service bulletin at intervals shown in 
Table AA of the alert service bulletin.
    (2) At or prior to the accumulation of 60,000 total landings, or 
within 30 days after September 28, 1989, whichever occurs later, 
reduce the aircraft maximum cabin pressure differential to 7.5 psi 
by system modification, in accordance with a method approved by the 
Manager, International Branch, ANM-116, FAA, Transport Airplane 
Directorate.
    (b) Except as provided by paragraph (d) of this AD: For 
airplanes modified for operation at cabin pressure differentials 
above 7.75 psi up to a maximum of 8.2 psi, as specified in British 
Aerospace Alert Service Bulletin 53-A-PM5922, Issue 1, dated January 
27, 1987, accomplish the requirements of paragraph (b)(1) or (b)(2) 
of this AD, as applicable. Subsequently, accomplish the requirements 
of paragraphs (b)(3) and(b)(4), or paragraphs (b)(5) and (b)(6) of 
this AD, as applicable.
    (1) For airplanes originally manufactured for operation at cabin 
pressure differentials above 7.75 psi, at or prior to the 
accumulation of the number of landings shown for initial inspection 
in the ``NE period'' column of Table AA in the alert service 
bulletin, or within 15 months after September 28, 1989, whichever 
occurs later, perform inspections specified in paragraph 2.2.1 of 
the alert service bulletin and repeat the inspections as specified 
in paragraph 2.2.3 of the alert service bulletin at the intervals 
shown in Table AA of the alert service bulletin.
    (2) For airplanes modified for operation at cabin pressure 
differential above 7.75 psi after the airplane entered service, at 
or prior to the accumulation of the number of landings shown for 
initial inspection in the ``NE period'' column [obtained using the 
inspection adjustment graph (page 6) of the alert service bulletin], 
in Table AA of the

[[Page 41778]]

alert service bulletin, or within 15 months after September 28, 
1989, whichever occurs later, perform initial inspections specified 
in paragraph 2.2.2 of the alert service bulletin. Thereafter, repeat 
the inspections as specified in paragraph 2.2.3 of the alert service 
bulletin, at intervals shown in Table AA of the alert service 
bulletin.
    (3) At or prior to the accumulation of 55,000 total landings, or 
within 30 days after September 28, 1989, whichever occurs later, 
reduce the aircraft cabin maximum operating pressure differential to 
7.5 or 7.75 psi by modification as specified in paragraph 2.2.4 of 
the alert service bulletin, in accordance with a method approved by 
the Manager, International Branch, ANM-116.
    (4) For airplanes which have had the cabin pressure differential 
reduced from 8.2 psi to 7.75 psi as specified in paragraph 2.2.6 of 
the alert service bulletin, perform repetitive inspections at the 
intervals specified in the ``N.E. period'' column in Table AA of the 
alert service bulletin.
    (5) At or prior to the accumulation of 60,000 total landings, or 
within 30 days after September 28, 1989, whichever occurs later, the 
airplane cabin maximum operating pressure differential must be 
reduced to 7.5 psi by modification as specified in paragraph 2.2.7 
of the alert service bulletin, in accordance with a method approved 
by the Manager, International Branch, ANM-116.
    (6) For airplanes modified for 8.2 psi maximum cabin operating 
pressure differential and operated for a period in excess of any 
Table AA inspection threshold in the alert service bulletin, perform 
one additional inspection at or prior to the Table AA ``N.E. 
period'' column repeat interval after limiting operation to 7.5 psi, 
as specified in paragraph 2.2.5 of the alert service bulletin.

New Requirements of This AD

New Initial and Repetitive Inspections

    (c) For airplanes modified for operation to a maximum of 7.75 
pounds per square inch (psi) cabin pressure differential, as 
specified in British Aerospace Alert Service Bulletin 53-A-PM5922, 
Issue 2, dated April 27, 1995: Prior to the accumulation of the 
number of landings specified in Table AA of the alert service 
bulletin, or within 3 months after the effective date of this AD, 
whichever occurs later, perform the inspections specified in 
paragraph 2.1 of the alert service bulletin. Thereafter, repeat the 
inspections in accordance with paragraph 2.1.1 of the alert service 
bulletin at the intervals shown in Table AA of the alert service 
bulletin. Accomplishment of the inspections required by this 
paragraph terminates the repetitive inspections required by 
paragraph (a)(1) of this AD. 
    Note 2: Paragraph (a)(1) of this AD restates the requirement for 
an initial and repetitive inspections contained in paragraph A.1. of 
AD 89-18-10. Therefore, for operators who have previously 
accomplished at least the initial inspection in accordance with AD 
89-18-10, paragraph (c) of this AD requires that the next scheduled 
inspection be performed within the repetitive inspection interval 
specified in Table AA of Issue 2 of the alert service bulletin, 
after the last inspection performed in accordance with paragraph 
A.1. of AD 89-18-10.
    (d) For airplanes modified for operation at cabin pressure 
differentials above 7.75 psi up to a maximum of 8.2 psi, as 
specified in British Aerospace Alert Service Bulletin 53-A-PM5922, 
Issue 2, dated April 27, 1995: Prior to the accumulation of the 
number of landings specified in Table AA of the alert service 
bulletin, or within 3 months after the effective date of this AD, 
whichever occurs later, perform the inspections specified in 
paragraph 2.2.1 of the alert service bulletin. Thereafter, repeat 
the inspections in accordance with paragraph 2.2.3 of the alert 
service bulletin at the intervals shown in Table AA of the alert 
service bulletin. Accomplishment of the inspections required by this 
paragraph terminates the repetitive inspections required by 
paragraph (b)(1), (b)(2) or (b)(4) of this AD, as applicable.

    Note 3: Paragraph (b)(1) of this AD restates the requirement for 
an initial and repetitive inspections contained in paragraph B.1. of 
AD 89-18-10. Therefore, for operators who have previously 
accomplished at least the initial inspection in accordance with AD 
89-18-10, paragraph (d) of this AD requires that the next scheduled 
inspection be performed within the repetitive inspection interval 
specified in Table AA of Issue 2 of the alert service bulletin, 
after the last inspection performed in accordance with paragraph 
B.1. of AD 89-18-10.

Corrective Actions

    (e) If any defect is found during any inspection required by 
this AD, prior to further flight, accomplish paragraph (e)(1), 
(e)(2), or (e)(3) of this AD, as applicable.
    (1) Replace the defective part with a serviceable part of the 
same part number in accordance with the Structural Repair Manual; or
    (2) For damage within the limits specified in the BAC 1-11 
Structural Repair Manual, repair in accordance with the Structural 
Repair Manual; or
    (3) Repair in accordance with a method approved by the Manager, 
International Branch, ANM-116.

Alternative Methods of Compliance

    (f) An alternative method of compliance or adjustment of the 
compliance time that provides an acceptable level of safety may be 
used if approved by the Manager, International Branch, ANM-116. 
Operators shall submit their requests through an appropriate FAA 
Principal Maintenance Inspector, who may add comments and then send 
it to the Manager, International Branch, ANM-116.
    Note 4: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the International Branch, ANM-116.

Special Flight Permits

    (g) Special flight permits may be issued in accordance with 
sections 21.197 and 21.199 of the Federal Aviation Regulations (14 
CFR 21.197 and 21.199) to operate the airplane to a location where 
the requirements of this AD can be accomplished.

Incorporation by Reference

    (h) Except as provided by paragraphs (a)(2), (b)(3), (b)(5), and 
(e) of this AD, the actions shall be done in accordance with British 
Aerospace Alert Service Bulletin 53-A-PM5922, Issue 1, dated January 
27, 1987, and British Aerospace Alert Service Bulletin 53-A-PM5922, 
Issue 2, dated April 27, 1995. This incorporation by reference was 
approved by the Director of the Federal Register in accordance with 
5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from 
British Aerospace, Service Support, Airbus Limited, P.O. Box 77, 
Bristol BS99 7AR, England. Copies may be inspected at the FAA, 
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, 
Washington; or at the Office of the Federal Register, 800 North 
Capitol Street, NW., suite 700, Washington, DC.
    (i) This amendment becomes effective on September 7, 1999.

    Issued in Renton, Washington, on July 22, 1999.
D. L. Riggin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 99-19298 Filed 7-30-99; 8:45 am]
BILLING CODE 4910-13-P